TESTING
Bringing steering testing into the laboratory can save time and money. By adding in a virtual component, a more diverse range of parameters can be analysed, as Juliet Elliot explains
D
ue to restrictions and lockdowns over the past year, the global automotive industry has been under
great pressure to maintain its logistics chains, production fl ows and working environments. On top of this, more stringent emissions legislation is coming into force as well as changes in consumer views. This together forces the industry to fi nd new ways of optimising its operations and reducing time to market. As of 2022, new safety technologies
will become mandatory in European vehicles to protect passengers, pedestrians and cyclists. These technologies include advanced safety features commonly known as Advanced Driver Assistance Systems or ADAS. The objective is to assist the driver in diff erent traff ic scenarios such as helping to keep the car in its lane, a function also known as Lane Keeping Assist. Most new vehicles today are already equipped with this technology. This commonly uses the input of
the vehicle’s front-mounted camera to identify the road markings and then operate the vehicle’s power steering to adjust the steering wheel angle in order for the car to stay in its lane. Development of these systems are traditionally conducted in SIL (Software-in-the- Loop), MIL (Models-in-the-Loop) and HIL (Hardware-in-the-Loop) environments where software, models and hardware components are used in a simulated environment to calibrate functionalities. From the HIL, the development
is then transferred to road testing. However, testing on the road is both time-consuming and resource- intensive so an alternative approach is to calibrate the performance of the ADAS function while still in the repeatable environment of the laboratory.
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